Single lever control for two lever fuel pump

ABSTRACT

A bellcrank lever for moving a speed-control lever and an engine-start lever. The bellcrank lever with the help of springs moves in a first portion of angular movement, the speed-control lever from high idling speed to low idling speed, and in a second portion of angular movement angularly spaced from the first portion, the engine-start lever from the position for running speed successively through a position for operating at excess fuel to a final position for stopping the engine. The speedcontrol and engine-start levers extend generally in opposite directions from their pivots, which are adjacent the pivot for the bellcrank lever.

United States Patent Johnson et al. 1 June 13, 1972 [541 SINGLE LEVER CONTROL FOR TWO 3,130,599 4/1964 Haas ..123 14o x LEVER FUEL PUMP 72 Inventors: Robert w. Johnson, Winfield; Robert B, i'g z'z gmg' Porter, Melrose Park, both of Ill. y y

[73] Assignee: International Harvester Company, [57] ABSTRACT l. Chlcago' n A bellcrank lever for moving a speed-control lever and an en- [22] Filed: Aug. 10, 1970 gine-start lever. The bellcrank lever with the help of springs L J 2 470 moves in a first portion of angular movement, the speed-con- [211 App No 6 trol lever from high idling speed to low idling speed, and in a second portion of angular movement angularly spaced from [52] US. CL... ...74/471 R, 123/140 R the first portion, the engine start lever f the position for [51] h t. Cl. ..G05g 9/02 running speed successivdy h gh a o ition for operating at Fleld ofSearch R, excess fuel to a fi p i i f pp g he engine- The speed-control and engine-start levers extend generally in op ['56] References Cited posite directions from their pivots, which are adjacent the UNITED STATES PATENTS pivot for the bellcrank lever.

2,480,083 8/1949 McMillan ..74/471 1 1- Claims, 4 Drawing Figures SINGLE LEVER CONTROL FOR TWO LEVER FUEL PUMP This invention relates to structure for the simplified operation of two levers. More specifically, the invention relates to single lever structure to operate two levers employed in conjunction with a fuel pump for controlling engine operation.

Certain devices are provided with separate control members for differing aspects of operation of the devices. It is desirable to unify the actuation of the separate control members so that the operator is not burdened with dividing his attention between the separate control members. An example of such a device is a diesel engine where separate control members are provided for operation of the engine at full and all intermediate speeds and at the idling speeds, and further operation of the engine including starting, run, and stopping.

According to the present invention, a single actuating member has been provided for separate control members of a diesel engine in an arrangement that is simple, compact, and foolproof.

An object of our invention is provision of an actuator common to two pivoted fuel control levers which are on spaced apart pivots and which move rotationally in sequence in a common plane, with final movement of each being opposite to the direction to be immediately followed by the other.

Our invention is primarily adapted for vehicle fuel control devices which include aspeed lever, a bellcrank device having a low idle-other idle selectionrange and a range of overtravel and a connection between the bellcrank device and the speed lever to move the speed lever to a fixed predetermined low idle position from another idle setting. More specifically, and in combination with the mentioned speed lever connection and bellcrank device, our invention provides a start lever on the control device adapted for movement conjointly into overtravel with, and by, the bellcrank device to vary the start lever position for a variety of fuel valve settings; and means including a lost-motion separation joint in the speed lever connection separable to prevent alteration of the speed lever low idle position upon such movement of the start lever attendant with overtravel of the bellcrank device, wherein the provided for position of the start lever to be covered in its movement is a run, excess fuel, or stop position, or any combination of such start lever positions provided.

At the time the bellcrank device vacates overtravel, the start lever has the run position at the time in full compatibility with the undisturbed low idle position then occupied by the speed lever. I

In the drawings:

FIG. 1 is an elevational view of a fuel pump and a singlelever control of the present invention positioned to produce an intermediate operating speed;

FIG. 2 is an end view with parts partially cut away in section, of the pump and the single-lever control;

FIG. 3 is a view similar to FIG. 1, but showing the control positioned for low idling speed; and

FIG. 4 is a view similar to FIGS. 1 and 3, but showing the control positioned to stop the engine supplied by the pump.

As shown in FIGS. 1 and 2, a fuel pump for the diesel engine of a tractor or other vehicle has attached at one end a bracket 11. The bracket has an extension 12 which is spaced from and extends along one side of the fuel pump 10 and carries a fixed shaft 13. A lever 14 in the form of a bellcrank having two angularly related legs 15 and 16 is pivotally mounted on the shaft 13, a hub portion 17 of the lever 14 formed at the juncture of the legs 15 and 16 carrying a sleeve 18 joumalled on the shaft 13. A collar 18a held on the shaft 13 by a deformation thereof indicated at 1812, holds the hub portion 17 of the lever 14 against the bracket extension 12.

The outer end of the leg 15 of the lever 14 is connected by a pin 19 with one end of a control link 20 for the lever 14. Near its outer end, the leg 15 of the lever 14 carriesa laterally extending ear 20a which is engageable with a post 21 attached to the outer end of a speed-control lever 22. The outer end of the leg 16 of the lever 14 carries an adjustable abutment in the form of a screw 23 which is threaded through the outer end of the leg 16. A head 24 of the screw 23 is engageable with a post 25 carried by the outer end of an engine-start lever 26. A jam nut 27 on the screw 23 engages the leg 16 of the lever 14 to fix the screw 23 against rotation and thus to fix the spacing of the screw head 24 from the lever leg 16.

The inner end of the speed control lever 22, which is the endopposite the post 21, is secured to one end of a shaft 28, which is mounted in a fixed sleeve 28a in the fuel pump 10 and is connected to a speed-regulating device (not shown) for controlling the speed of the engine (not shown) supplied by the pump 10. A coil spring 29, which loosely surrounds the shaft 28 and has an outwardly extending end portion 30 in engagement with an outer portion of the speed-control lever 22 spaced from shaft 28 and its opposite end connected in a manner (not shown) to the fixed sleeve 28a, resiliently urges the lever 22 from a high-idle position, through an intermediate speed position as shown in FIG. 1 to the low-idle position of FIG. 3. The inner end of the engine-start lever 26, which is the end opposite the post 25, is secured to a shaft 32 mounted in a fixed sleeve 35 in the pump 10, which shaft 32 is adapted to function in a manner (not shown) for starting the engine at excess fuel, setting the valve for run, and for stopping the engine by means of the fuel valve. A coil spring 33, which loosely surrounds the shaft 32 and sleeve 35, has an outwardly extending end 34 (FIG. 1) in engagement with an outer portion of the engine-start lever 26 away from shaft 32 and the opposite end in engagement in a manner (not-shown) with the fixed sleeve 35. The coil spring 33 has an. unwinding action constantly biasing the lever 26 in a clockwise direction as viewed in FIGS. 1, 3, and 4 away from a position for stopping the engine and towards positions for excess fuel, and for run, which latter positions occur in the order named. FIG. 3 will aid in visualization.

Extreme positions of the levers 22 and 26 are determined by stops 36, 37, 38, and 39 carried by a bracket 40 secured to the pump 10. Adjusting stop 36 adjusts the position of speed-control lever 22 and thus the high idling speed. Adjusting stop 37 adjusts the FIG. 3 position of the speed-control lever 22 and thus the low idling speed. Adjusting stop 38 adjusts the position of engine-start lever 26 in the position of FIGS. 1 and 3 and thus establishes the run position for the fuel valve of the engine. Each stop takes the form of a screw threaded through one of four flanges 41 on the bracket 40 and is fixed in position against rotation by a jam nut 42 threaded on the stop and pressing against the associated flange 41.

The plunger 39 is spring loaded shifting stop, which resists depression from an initial contact position to a bottomed out, depressed position. The plunger 39 prevents inadvertent shut off of the engine because, first, the start lever 26 establishes initial but unresisted contact with the plunger 39 when the start lever swings to the excess fuel position (see legend, FIG. 3) from the run position shown in solid lines in FIG. 3. Second, the start lever 26 is resisted for the amount of the entire travel of the plunger 39 as the latter is depressed to the bottomed out position, when the start lever swings further counterclockwise from the noted excess fuel position to the stop position shown in solid lines in FIG. 4.

The axes of the shafts 28 and 32 to which the levers 22 and 26 are secured for angular movement are parallel to the axis of the shaft 13 on which the lever 14 is mounted. The axis of the shaft 28 is near that of the shaft 13, but displaced a small amount in one direction therefrom, and the lever 22 extends from the shaft 28 generally in the said one direction. The axis of the shaft 32 is near that of the shaft 13, but spaced a small amount therefrom in a direction opposite that in which the axis of the shaft 28 is displaced, and the lever 26 extends from the shaft 32 in a direction generally opposite to that in which the lever 22 extends from the shaft 28.

When the lever 14 is in the position of FIG. 1, the ear 20a of the leg 15 of the lever 14 engages the post 21 on the speedcontrol lever 22 to position the lever 22, against the action of the wire coil 29, for high idle speed of the engine. When the control link 20 is moved to the left as viewed in FIG. 1 and the lever 14 is shifted counterclockwise as viewed, the speed-control lever 22 follows the leg 15 of the lever 14 counterclockwise as viewed as the wire coil 29 keeps the post 21 on the lever 22 in engagement with the ear 20a on the leg 15 of the lever 14. As the speed-control lever 22 moves counterclockwise, the high idling speed of the engine is changed progressively through intermediate engine speeds down to idle, the low idling speed being determined by engagement of the lever 22 with the stop 37. The portion of counterclockwise movement just described of the lever 14 is without effect upon the engine-start lever 26, because the screw head 24 has not yet reached the post 25 on the lever 26.

The succeeding portions of counterclockwise movement are overtravel. Yet the next portion of counterclockwise movement of the lever 14 is still without effect on the enginestart lever 26 because the screw head 24 is still spaced from the post 25 on the lever 26. This portion of counterclockwise movement of the lever 14 is, of course, without effect upon the speed-control lever 22, because the lever 22 cannot follow the arm 15 of the lever 14 beyond the position of engagement of the lever 22 with the stop 37.

With a still further counterclockwise movement of the lever 14, the engine-start lever 26 is moved from the run position, as illustrated in FIG. 3, successively through the position for operating at excess fuel thence to the position for stopping the engine illustrated in FIG. 4. During this still further counterclockwise movement of the lever 14, there has, of course, been no change in the speed-control lever 22 from the lowidle position of FIG. 3, since the ear 20a on the arm 15 of the lever 14 has merely continued to move away from the post 21 on the lever 22. Movement of the engine-start lever 26 from the position of FIG. 3 to that of FIG. 4 occurs against the action of the wire coil 33.

When the control link 20 is moved to the right as viewed in FIG. 4, the lever 14 moves clockwise. During the initial portion of such clockwise movement of the lever 14 from the position of FIG. 4 to that of FIG. 3, the engine-start lever 26 follows the arm 16 of the lever 14 under the action of the wire coil 33, moving from the position for stopping the engine successively through the position for operating at excess fuel to the run position. This initial portion of clockwise movement of the lever 14 is, of course, without effect on the speed-control lever 22, for the ear 200 on the leg 15 of the lever 14 is well spaced from the post 21 on the lever 22. At outset of overtravel of the lever 14, caused with further clockwise movement of the lever 14 to the position of FIG. 3, there is no movement of the engine-start lever 26 and the speed-control lever 22, because the stop 38 prevents the lever 26 from following the leg 16 of the lever 14, and the ear 20a on the leg 15 of the lever 14 reaches the post 21 on the lever 22 only at the end of this further clockwise movement. In a still further portion of clockwise movement of the lever 14 from the position of FIG. 3, through the intermediate speed position of FIG. 1 and therepast, engagement of the ear 200 with the post 21 moves the speed-control lever 22 in a clockwise direction from the position for low-idle speed, through all intermediate speed positions, to that for high-idle speed, against the action of the wire coil 29.

Adjustment of screw 23 adjusts the amount of intermediate angular movement of lever 14 that involves neither movement of speed-control lever 22 nor that of engine-start lever 26.

With the novel arrangement of the present invention, the control of the two levers 22 and 26 for idling speed in operation of the engine is simplified by the use of a single lever 14 in the form of a bellcrank. The vehicle operator works directly against only the lever 14 rather than against the two levers 22 and 26.

As previously stated, the position of the lever 14 is controlled by the link 20. The link 20 may in turn be controlled by a lever (not shown) directly or indirectly connected to the end of the link remote from that connected to the lever 14. The positions of the unshown lever may be visually fixed by relating same to an arcuate member (not shown) along which the unshown lever moves from a position of full elevation to a position fully depressed, suitable indicia being placed on or adjacent the unshown arcuate member to represent positions of the speed-control lever 22 for high idling speed (full elevation position), down through all intermediate speed positions, and then low idling speed, and positions of the engine-start lever 26 for run, excess fuel, and stopping (fully depressed) of the engine.

If in doing a fuel pump adjustment, the operator unconsciously tries to depress the unshown lever into the last named position (fully depressed, stop position), doing so will require conscious effort because of the spring loaded shifting stop 39 (FIG. 4). In other words, a consciously applied added effort from the operator will be necessary in order to shut off the engine with the lever. And the engine is deliberately stopped in only that way.

These vertically spaced apart indicia for engine operation can be spread out without overlapping, because the lever 14 in one portion of angular movement works on the speed-control lever 22 and governor setting controlled thereby, and in a separate portion of angular movement, which is preferably angularly spaced apart from the first portion, upon the enginestart lever 26 and engine fuel valve controlled thereby. The arrangement of the lever 14 in the form of a bellcrank with the levers 22 and 26 is a compact one, because the axes of the levers 22 and 26, namely those of the shafts 28 and 32, are near the axis of the lever 14, namely that of shaft 13, and the levers 22 and 26 extend generally in opposite directions from their axes, as shown in FIGS. 3 and 6.

Obviously, the operators task is materially simplified under these specific circumstances. Viewed in a more general sense, however, the operators task is simplified basically because a plurality of levers, handles, or control members are actuated in sequence through separate ranges by a single actuating handle having plural ranges of movement in which the handle is adjusted.

The operator, confronted on a cold day with an engine to start and with the control in the engine stop position as shown according to FIG. 4, imparts predetermined initial clockwise motion to the bellcrank device 14 and start-lever 26 so that the latter takes an excess fuel setting with the post 25 thereof aligned with the excess fuel position indicated in FIG. 3. The engine is cranked and the fuel control is then set to run in the low idle position, as shown in solid lines in FIG. 3, as soon as the engine is firing.

In order to drive the vehicle, the operator positions the speed lever 22 to any intermediate speed position desired such as the one shown in FIG. 1, or farther clockwise therefrom into the high idle position as limited by the stop 36. The transition between some position in the start range and the high idle position, for example, is made in both directions and, for ease of understanding, let high idle be viewed as accomplished in an overtravel range of the bellcrank device 14, and let the start range be viewed as accomplished in the fuel valve controlling range of travel of the bellcrank device 14 and start lever 26. Our intention will thus include the provision: in combination with the bellcrank device having such a start range and an overtravel range, and with a start lever connection whereby the bellcrank device moves the start lever 26 to its run position from another setting in the start range; of a speed lever 22 on the fuel control adapted for movement eonjointly into overtravel with, and by, the bellcrank device to a high idle position of the speed lever; and a lost-motion separation joint 23, 25 in the start lever connection separable to prevent alteration of the start lever position upon such movement of the speed lever attendant with overtravel of the bellcrank device; wherein the provided for position of the speed lever to be covered in its movement includes low or high idle or intermediate speed positions, or any combination of such speed positions provided.

At the time the bellcrank device 14 vacates overtravel, the speed lever has low idle position at the time in full compatibility with the undisturbed run position then occupied by the start lever.

Low idle, established with the speed lever 22 in the position as shown in FIG. 3, is set for one predetermined low speed such as 600 r.p.m., and requires no further explanation. But when the speed lever 22 advances to high idle as the final position and perforce advances the engine speed, the engine when unloaded will fairly well settle down to an ungoverned speed of about 2,750 r.p.m. for example. Under load, however at high idle, the engine will maintain a steady governed speed of about 2,500 rpm. for example. The latter two idle speeds, accomplished at the same high idle setting, have on occasion been referred to as respectively high idle and fast idle speeds.

What is claimed is:

1. In an engine-control mechanism, a first lever in the form of a bellcrank mounted for pivoting on a first axis at the juncture of its two angularly related legs, a second lever adapted to control speed and being mounted at one end for pivoting about a second axis parallel to and displaced a small amount in one direction from the first axis and extending from said second axis generally in said one direction, the second lever being resiliently urged toward a position for low idling speed, and a third lever for controlling a fuel start and stop valve and being mounted at one end for pivoting about a third axis parallel to and displaced a small amount in the other direction from said first axis and extending fromsaid third axis generally in said other direction, the third lever being resiliently urged away from a position for stopping the engine toward positions for excess fuel and for run, one leg of the bellcrank acting against the second lever only in a direction toward high idling speed, the other leg of the bellcrank acting against the third lever only in a direction toward stopping of the engine.

2. In an engine-control mechanism, a speed control member resiliently urged from a position for high-idling speed toward a position for low-idling speed and being prevented by a stop from going beyond the latter position, an engine-start member resiliently urged from a position for stopping the engine toward successive positions for excess fueland for run and being prevented by stop from going beyond the position for run, a pivotally mounted bellcrank, the speed-control member following one leg of the bellcrank during angular movementthereof in one direction from the position for high-speed idling to that for low-speed idling and failing to follow said one leg of the bellcrank during a further angular movement thereof in said one direction beyond the position for low-speed idling, the other leg of the bellcrank acting during still further angular movement thereof in said one direction against the enginestart member to move the same from the position for run through the position for operating at excess fuel to the position for stopping the engine, the latter member following the said other leg of the bellcrank during angular movement thereof in the opposite direction from the position for stopping the engine successively through those for excess fuel and for run, and failing to follow said other leg of the bellcrank during a further angular movement thereof in the said opposite direction beyond the position for operating at run, the said one leg of the bellcrank acting during still further angular movement thereof in the said opposite direction against the speed-control member to move the same from the position for low-idling speed to that for high-idling speed.

3. In an engine-control system as recited in claim 2, the speed-control member being a lever having at one end a pivot axis adjacent that of the bellcrank and extending in one direction from its pivot axis, the engine-start member being a lever having at one end a pivot axis adjacent that of the bellcrank and extending generally in the opposite direction from its pivot axis.

4. In an engine-control system as recited in claim 3, the axis of the speed-control lever and the engine-start lever being parallel to and spaced from the axis of the bellcrank, the pivot axis of the speed-control lever being spaced from that of the bellcrank in the same direction as the speed-control lever extends from its pivot axis, the pivot axis of the engine-start lever being spaced from that of the bellcrank in the opposite direction. 7

tuating member, extending in one direction from its pivot, and

being angularly shiftable between positions for high-idling speed and low-idling speed, means resiliently urging the speed-control member in one angular direction about its pivot, an engine-start member having a pivot adjacent that of the actuating member, extending from its pivot generally in the direction opposed to that in which the speed-control member extends from its pivot, and being angularly movable from a position for run successively through a position for operating at excess fuel to a position for stopping the engine, and back through said excess fuel position to that for run, and means resiliently urging the engine-start member in the direction opposed to said one angular direction, the first operating portion of the actuating member acting against the speed-control member to move the same in a direction opposed to said one angular direction, the second operating portion acting against the engine-start member to move the same in said one angular direction.

6. The engine-control mechanism specified in claim 5 and further comprising first and second stops, the first stop limiting movement of the speed-control member in said one angular direction, the second stop limiting movement of the engine-start member in the opposite direction, the first and second stops being so angularly disposed from one another about the pivot of the actuating member that in angular movement thereof in said one direction the first stop stops the speed-control member before the actuating member moves the engine-start member away from the second stop, and that in angular movement of the actuating member in the opposite direction the second stop stops the engine-start member before the actuating member moves the speed-control member away from the second stop.

7. In a vehicle fuel control device which includes a start lever (26), a bellcrank device (14) having a start range and a range of overtravel, and means controlling the start lever comprising a connection between the bellcrank device and the start lever, and opposing means .(34) to bias the start lever to a run position from another setting of the start lever;

the combination with the-start lever controlling means and the bellcrank device, of a speed lever (22) on the control device adapted for movement conjointly into overtravel range with, and by, the bellcrank device to a high idle position of the speed lever; and

means including a lost-motion separation joint (23,25) in the start lever connection separable to positively disconnect the bellcrank device to prevent alteration of the start lever run position, upon such movement of the speed lever with travel 'of the bellcrank device through the overtravel range.

8. The invention of claim 7, characterized by said means further including:

a stop (38) whereat the start lever effects engagement at the run position thereof; 7

said opposing means (34) biasing the start lever into such engagement against the stop.

9. In a vehicle fuel control device which includes a speed lever (22), a bellcrank device (14) having a low idle-other idle speed selection range and a range of overtravel, and means controlling the speed lever comprising a connection between the bellcrank device and the speed lever, and opposing means to bias the speed lever to a fixed predetermined low idle position from another idle setting:

the combination with the speed lever controlling means and the bellcrank device, of a start lever on the control device adapted for movement conjointly into overtravel range with, and by, the bellcrank device to vary the start lever position for a variety of fuel valve settings; and

means including a lost-motion separation joint in the speed ment against the stop.

lever connection separable to disconnect the bellcrank 1 1. The invention of claim 9, wherein the provided for posidevice to prevent alteration of the speed lever low idle tion of the start lever to be covered in its movement is a run, position, upon such movement of the start lever with eXCeSS fuel, P Position, and wherein the Start n Speed travel ofthe bell rank d vi th h -n l range, levers extend in generally opposite directions from separate 10. The invention of claim 9, characterized by said means Spaced i Pivots for the respective levers; f the -i l di the final movement of each lever by the bellcrank device a stop whereat the speed lever effects engagement at the beingppposlte to the dlrectlon to be fouowed y the fixed predeten'nined low idle position thereof; other m Sequence" said opposing means biasing the idle lever into such engagelo t 

1. In an engine-control mechanism, a first lever in the form of a bellcrank mounted for pivoting on a first axis at the juncture of its two angularly related legs, a second lever adapted to control speed and being mounted at one end for pivoting about a second axis parallel to and displaced a small amount in one direction from the first axis and extending from said second axis generally in said one direction, the second lever being resiliently urged toward a position for low idling speed, and a third lever for controlling a fuel start and stop valve and being mounted at one end for pivoting about a third axis parallel to and displaced a small amount in the other direction from said first axis and extending from said third axis generally in said other direction, the third lever being resiliently urged away from a position for stopping the engine toward positions for excess fuel and for run, one leg of the bEllcrank acting against the second lever only in a direction toward high idling speed, the other leg of the bellcrank acting against the third lever only in a direction toward stopping of the engine.
 2. In an engine-control mechanism, a speed control member resiliently urged from a position for high-idling speed toward a position for low-idling speed and being prevented by a stop from going beyond the latter position, an engine-start member resiliently urged from a position for stopping the engine toward successive positions for excess fuel and for run and being prevented by stop from going beyond the position for run, a pivotally mounted bellcrank, the speed-control member following one leg of the bellcrank during angular movement thereof in one direction from the position for high-speed idling to that for low-speed idling and failing to follow said one leg of the bellcrank during a further angular movement thereof in said one direction beyond the position for low-speed idling, the other leg of the bellcrank acting during still further angular movement thereof in said one direction against the engine-start member to move the same from the position for run through the position for operating at excess fuel to the position for stopping the engine, the latter member following the said other leg of the bellcrank during angular movement thereof in the opposite direction from the position for stopping the engine successively through those for excess fuel and for run, and failing to follow said other leg of the bellcrank during a further angular movement thereof in the said opposite direction beyond the position for operating at run, the said one leg of the bellcrank acting during still further angular movement thereof in the said opposite direction against the speed-control member to move the same from the position for low-idling speed to that for high-idling speed.
 3. In an engine-control system as recited in claim 2, the speed-control member being a lever having at one end a pivot axis adjacent that of the bellcrank and extending in one direction from its pivot axis, the engine-start member being a lever having at one end a pivot axis adjacent that of the bellcrank and extending generally in the opposite direction from its pivot axis.
 4. In an engine-control system as recited in claim 3, the axis of the speed-control lever and the engine-start lever being parallel to and spaced from the axis of the bellcrank, the pivot axis of the speed-control lever being spaced from that of the bellcrank in the same direction as the speed-control lever extends from its pivot axis, the pivot axis of the engine-start lever being spaced from that of the bellcrank in the opposite direction.
 5. An engine-control mechanism comprising an actuating member mounted for angular movement about a pivot and having first and second operating portions angularly displaced from one another a substantial amount about the pivot, a speed-control member having a pivot adjacent that of the actuating member, extending in one direction from its pivot, and being angularly shiftable between positions for high-idling speed and low-idling speed, means resiliently urging the speed-control member in one angular direction about its pivot, an engine-start member having a pivot adjacent that of the actuating member, extending from its pivot generally in the direction opposed to that in which the speed-control member extends from its pivot, and being angularly movable from a position for run successively through a position for operating at excess fuel to a position for stopping the engine, and back through said excess fuel position to that for run, and means resiliently urging the engine-start member in the direction opposed to said one angular direction, the first operating portion of the actuating member acting against the speed-control member to move the same in a direction opposed to said one angular direction, the second operating portion acting against the engine-start member to move the same in said one angulAr direction.
 6. The engine-control mechanism specified in claim 5 and further comprising first and second stops, the first stop limiting movement of the speed-control member in said one angular direction, the second stop limiting movement of the engine-start member in the opposite direction, the first and second stops being so angularly disposed from one another about the pivot of the actuating member that in angular movement thereof in said one direction the first stop stops the speed-control member before the actuating member moves the engine-start member away from the second stop, and that in angular movement of the actuating member in the opposite direction the second stop stops the engine-start member before the actuating member moves the speed-control member away from the second stop.
 7. In a vehicle fuel control device which includes a start lever (26), a bellcrank device (14) having a start range and a range of overtravel, and means controlling the start lever comprising a connection between the bellcrank device and the start lever, and opposing means (34) to bias the start lever to a run position from another setting of the start lever; the combination with the start lever controlling means and the bellcrank device, of a speed lever (22) on the control device adapted for movement conjointly into overtravel range with, and by, the bellcrank device to a high idle position of the speed lever; and means including a lost-motion separation joint (23,25) in the start lever connection separable to positively disconnect the bellcrank device to prevent alteration of the start lever run position, upon such movement of the speed lever with travel of the bellcrank device through the overtravel range.
 8. The invention of claim 7, characterized by said means further including: a stop (38) whereat the start lever effects engagement at the run position thereof; said opposing means (34) biasing the start lever into such engagement against the stop.
 9. In a vehicle fuel control device which includes a speed lever (22), a bellcrank device (14) having a low idle-other idle speed selection range and a range of overtravel, and means controlling the speed lever comprising a connection between the bellcrank device and the speed lever, and opposing means to bias the speed lever to a fixed predetermined low idle position from another idle setting: the combination with the speed lever controlling means and the bellcrank device, of a start lever on the control device adapted for movement conjointly into overtravel range with, and by, the bellcrank device to vary the start lever position for a variety of fuel valve settings; and means including a lost-motion separation joint in the speed lever connection separable to disconnect the bellcrank device to prevent alteration of the speed lever low idle position, upon such movement of the start lever with travel of the bellcrank device through overtravel range.
 10. The invention of claim 9, characterized by said means further including: a stop whereat the speed lever effects engagement at the fixed predetermined low idle position thereof; said opposing means biasing the idle lever into such engagement against the stop.
 11. The invention of claim 9, wherein the provided for position of the start lever to be covered in its movement is a run, excess fuel, or stop position, and wherein the start and speed levers extend in generally opposite directions from separate spaced apart pivots for the respective levers; the final movement of each lever by the bellcrank device being opposite to the direction to be followed by the other in sequence. 